Internal combustion engines



April 28, 1959 R. A. HEasaNG INTERNAL comsus'rxou ENGINES 5 Sheets-Sheet1 Filed Dec. 2, 1955 CUTOUT 70 /70 IN F/G.6

INVENTOR.

April 28, 1959 Filed Dec. 2, 1955 TO /70 INF/6. 6'

R. A. HEISING INTERNAL COMBUSTION ENGINES ENG/Ni OIL PAN 5 Sheets-Sheet2 FIG. 2

INVENTOR.

April 28, 1959 R. A. HEISING INTERNAL COMBUSTION ENGINES 5 Sheets-Sheet3 Filed D90. 2, 1955 CUTOU? INVENTOR.

April 28, 1959 R. A. HEISING INTERNAL COMBUSTION ENGINES 5 Sheets-$215M4 Filed Dec. 2, 1955 4 00/5 5 ION COMPRESSION E X PLOSIQN EXHA UST'IGN Tm m TO I?! IN FIGS. I82

April 28, 1959 R. A. HEISING 2,383,974

INTERNAL comsusnon ENGINES Filed Dec. 2, 1955 5 Sheets-Sheet 5 FIG. 7

INVENTOR.

United States Patent INTERNAL COMBUSTION ENGINES Raymond A. Heising,Summit, NJ.

Application December 2, 1955, Serial No. 550,641

26 Claims. (Cl. 123-48) This application is a continuation-in-part of myapplication Serial No. 208,037 filed January 26, 1951, which is nowabandoned.

This invention relates to internal combustion engines.

The object of the invention is to improve the efficiency of internalcombustion engines of the type in which the speed or power or both arevaried, such as automobile engines.

An object of the invention is to increase the efficiency by varying thecompression ratio of the engine while it is in operation.

A further object is to vary the compression ratio approximatelyinversely as the amount of explosive mixture drawn into the cylinder orcylinders.

Another object is to vary the compression ratio with speed. making ithigher at higher speeds.

-tiil further object is to return the compression ratio quickly to alower value upon the opening of the throttle. and to effect the returnin a manner that will avoid excessive pressures within the cylinder.

Still further objects are to return the compression ratio to a. minimumupon the engine stopping, to provide thoroughly scaled movable walls forthe compression chamber. to provide means whereby the pressure in the.mpression chamber assists in the scaling, to provide improvements inthe method of supporting the movable wills to stand the high internalpressure of explosion, to rovide improved ways to manipulate the movablewalls of the compression chamber. to provide new and in .ovc-d ways toadjust the compression chamber to the optimum size, and other objectsthat will be described,

I have observed that the efiiciency of an internal combtrition engine ofthe automobile type can be improved markedly at powers below full powerif the compression ratio is increased so that the temperature andpressure of thocompre sed mixture is raised as near to a suitablemaximum at all partial powers as it is at full power.

It has long been known that an automobile requires only a small fractionof the power capacity of the engine t (Live it on an average road ataverage speeds, and l it. e observed that the vacuum in the intakemanifold at such times is such that the gas pressure therein is betweenone-half and one-third atmospheric pressure. At och small pressures, afull cylinder charge approximates only one-half to one-third a cylindercharge at full power for a given speed, and such small charges are suceptible to a much greater relative compression than are full chargeswithout causing self ignition. To bring about the higher compression atlower power requires that the engine be so constructed that thecompression ratio can be changed while the engine is in operation. thatit be changed quickly when more power is required, and that it be donewith a minimum of attention. Various individuals have devised variablecompression en'- gines in the past, but I find them unsuited for thesepurposes for various reasons. The method of varying the compressionchamber usually involved a movable piston,

2,883,974 Patented Apr. 28, 1959 and suitable scaling to prevent theescape of gases of compression and combustion was absent. The system forhandling the tremendous reactive force of explosion amounting to severaltons was inadequate. The compression chamber size could not be changedrapidly upon a demand for more power. Means to determine the variationsin compression to apply at different times or under ditlcrent conditionshave been absent. 1 have invented an engine in which these problems areadequately taken care of which is new and novel and in which a markedincrease in efficiency is obtained over present day engines burningcommercial gasoline.

For a clearer understanding of the nature of this invention and theadditional advantages, features, and objects thereof, reference is madeto the following description taken in connection with the accompanyingdrawings, in which like reference characters represent like or similarparts and in which:

Fig. 1 shows a form of the invention;

Fig.2 shows a preferred form of the invention;

Fig. 3 shows another form of the invention;

Fig. 4 is a diagram to explain certain operative featurcs of the various01 ms of the invention;

Fig. 5 shows an attachment for the forms in Figs. 1, 2 and 3 to improveidling;

Fig. 6 is an attachment for Figs. 1 and 2 for reducing the compressionratio slowly with a slow rise in intake manifold pressure; and

Figs. 7 and 8 show another form of the invention.

In Fig. l, a cylinder of an internal combustion engine is represented at.1. In it slides the customary piston 2 connected by a connecting rod 3to the crank 4 of the engine and the shaft 5. The cylinder is providedwith a movable cylinder head 7 that slides inside cylinder 8 which takesthe place of the usual cylinder head on internal combustion engines. Thecylinder 1 is provided with the usual intake and exhaust valves. Theintake valve. when it opens. connects cylinder '1 with intake manifold9, which herein is called the manifold whether the engine is a single ormultiple cylinder engine. Manifold 9 connects with carburetor 10containing the usual throttle valve attached to shaft 11 operated by themovement of throttle rod 12 also called throttle member. Cylinder 8 isclosed at its upper end by a plate 13 to which is fastened a U-shapedyoke H supporting spring 15 which in turn bears against the head 16 ofrod 17 that is fastened to the movable wall element 7. Spring 15 isunder compression at all times exerting a force tending to enlarge thecompression chamber 18 between wall 7 and piston 2 when the latter is atits uppermost position. Movable wall element 7 is of a shape similar toengine pistons and it may contain rings or other sealing means toprevent ingress or egress of liquids or gases to or from the compressionchamber 18. Between wall element 7 and plate l3 is an enclosed space 19adapted to be filled with a liquid and scaled against egress of any ofthe liquid during operation of the engine at constant speed and power.By forcing a liquid into enclosed space 19, wall 7 maybe moved againstthe compression of spring 15 and reduce the size of compression chamber18. An egress valve 20 is provided that may be of the rocking" orslightly rotating type which connects with the enclosed space i9 behindmovable wall 7. When this valve is opened. spring 15 together with anygas pressures in the compression chamber 18 and cylinder 1 will forcethe liquid out, and into return lines 21 and 22.

in this invention. the movable Wall 7 is positioned by means of a liquidbeing supplied to the enclosed space 19 at a pressure in the supplylines determined and controlled by the vacuum in intake manifold 9 inrelation to the stiffness of spring 15. A liquid pump 23 which may be ofthe gear variety draws liquid from a storage chamber 24 and dischargesit into pipe 25. If the liquid is oil such as lubricating oil, thestorage chamber may be the oil chamber or oil pan holding lubricatingoil for the engine. Pump 23 is driven by the engine and will supplyliquid at a rate substantially proportional to the speed of the engine.The pressure of the liquid in pipe 25 is regulated by regulator 26,which regulator is controlled by the vacuum in manifold 9 by virtue ofpipe 27 connecting the regulator 26 to manifold 9. Pipe 27 connects tovacuum register 28 closed by flexible member 29 which in turn isfastened to rod 30. Rod 30 is fastened to and moves yoke 31 against theforce of compression of spring 32. Yoke 31 moves hollow cylinder 33inside cylinder 34 which is part of the frame of pressure regulator 26.inside cylinder 33 is piston 35 resting against spring 36 which bears inturn against the end 37. Supply pipe 25 is connected to cylinder 34 soas to allow the liquid from pump 23 to exert pressure against piston 35.As the liquid pressure in pipe 25 and cylinder 34 rises, piston 35 ismoved against the compression of spring 36 until the piston uncoversholes 33 in the Walls of cylinder 33 which then permit the liquid toescape into passageway 39 from which the liquid is conducted by pipe 22back to reservoir 24. When the vacuum in manifold 9 increases, spring 32is compressed further, cylinder 33 with holes 38 is moved to the left,and the liquid pressure in pipe 25 rises until piston 35 again uncoversholes 38 because pump 23 supplies liquid at a rate proportional to speedwith no regulation of the pressure. Thus, the pressure of the liquid inpipe 25 varies in a predetermined manner with the vacuum in the intakemanifold.

A pipe 46 connected to pipe 25 conducts the liquid under pressure tocheck valve 41, thence to opening a l to the enclosed space 39 behindthe movable wall. it is to be understood that the synchronous rotatingvalve B of Fig. 3 may be used instead of check valve 43, if desired.

The operation of the invention so far as described is as follows: Pump23 driven by the engine delivers liquid to pipe 25. The pressure risesin pipe 25 until an escape route is provided. The engine while operatingwith light load produces a partial vacuum in the intake manifold whichacting on diaphragm 29 pulls sleeve 33 to the left, hiding openings 38behind piston 35. As the pressure in pipe 25 rises piston 35 moves tothe left and uncovers part of the holes 38. The pressure in pipe 25 willtherefore be maintained in a predetermined relation to the vacuum in theintake manifold 9. The liquid in pipe .25 will pass through pipe 40 andchccl: valve 41 at moments when there is no explosion pressure or highcompression pressure in the compression chamber. The liquid will forcemovable wall '7 downward against the compression of spring 15, and thewall 7 will reach a stable position when the average force in thecompression chamber during exhaust, admission, and part of thecompression stro with the force from spring 15 balances the pressureexerted in closed chamber 19 by the liquid. This position will, bydesign of spring 15 and pressure regulator 26 be in a predeterminedrelation to the manifold gas pressure to secure substantially the samema ;imum compression pressure at partial loads as at full engine load.

Fig. 4 indicates the pressure history during two cornpi JiC revolutionsof an engine shaft. 43 represents the pressure in the cylinder during afull load explosion stroke of the engine. At the curl of the stroke, theexhaust valve open; and the prcuitir curve =34 shows very low pressureduring exhaust stroke. At the end of the exliauut stroke, the exhaustvalve closes, and the intake valve opens. During the admission stroke,enough of a vacuum forms in the cylinder to draw in some of the mixture,giving vacuum curve 45, and then during the compression stroke with bothvalves closed, the pressure rises as shown by curve 46. if the throttlevalve in carburetor w should be closed partially during the admissionstroke, a curve such as 47 with considerable vacuum shows the pressurewithin the compression chamher. If the movable wall 7 has not been movedthe compression pressure will follow clotted curve 48 to a relativelylow value. If however, the pressure of liquid in pipe 25 has increaseddue to the increased manifold vacuum mentioned, liquid will have beenforced through check valve 41 during exhaustion and admission strokesand have moved wall 7 downward against the compression of spring 15 soas to reduce the compression chamber size, and the pressure duringcompression will then follow curve 4 and it may reach the same peakvalue as results with full power cylinder charges. During the explosionstroke following, curve 50 shows the fall in pressure giving increasedefficiency over what would have resulted without reducing compressionchamber size.

If new the throttle should be opened to secure more power, the intakemanifold vacuum will fall, larger amounts of explosive mixture will bedrawn into the cylinder, and excessive compression pressures will resultunless the compression chamber is enlarged in anticipation of the fallin manifold vacuum. Applicants invention accomplishes this desirableresult. The throttle valve in carburetor it) is actuated by throttle rod12. fastened to the throttle rod i2 is frame 51, carrying lug 52 andadjusting screw 53. Separately supported, and movably suspended on shaft54, is element 55 carrying at one end sheet conductor 56, preferably ofcopper or brass, and two springs 57, one of which is insulated. Thespring 57 are adapted to make contact at the upper end by means ofslight pressure. A magnet 58 is positinned close to element 56 such thatthe magnetic field is perpendicular to 56 and passes through it.Adjusting screw 53 is adjusted so that springs 57 almost, but do nottouch each other. Element 55, 56 should preferably have the center ofgravity close to shaft 54 but below it. One of springs 57 is grounded.The other is connected to solenoid 59 by lead 148, and solenoid 59 inturn is connected to generator 60 or battery 61. or both, by lead 1 39.Upon movement of throttle rod to the right to open the throttle, thedamping effect of magnet 58 on element 56 holds 55, 56 still untilsprings 57 touch each other and exert pressure to rotate 55 on shaft 54.When springs 57 touch each other, solenoid 59 is energized and itsarmature through linkage 62, 63 pulls on crank 64 which rotates therocking part 65 of valve 20, thereby placing the passageway through 65inside valve 20 in line with the e ress passageway for liquid fromchamber l9. Pressure from spring 15, and any explosion or cornpressionpressures in cylinder 1, will expel liquid and move the movable wall 7upward. The mechanism for enlarging the compression chamber is thus putin operative condition before the throttle valve has moved appreciablyand before the gas pressure in the intake manifold can rise. At the sametime, the opening of egress valve 20 disables the means for reducing thecompression chamber sire because liquid leaves enclosed space 19 throughvalve 20 faster than it can enter through check valve 41.

When throttle rod 12 ceases to move in the direction that opens thethrottle valve, the springs 57 in contact with lug 52. will exert enoughpressure to rotate clement 55. 56 lot enough to touch slop 53, and thecontact in tween springs 57 will be broken. l ucrgimliou of titlet'lOltl 5) will cease, and spring will push thev murmur: of solenoid 59and lever 62 back against slip (ill, uni-vim: liul; 453 and closingegress valve 20. 'llii-t action it; moves the disability lrom the meansfor inc-reusing tlu: compression ratio described above and said meanscan then increase the compression ratio under control of the vacuum inthe intake manifold that develops after the opening of the throttle, andcause the compression ratio to reach the corresponding predeterminedvalue. C0ntaets 57 will energize solenoid 59 and open egress valve 20only while throttle rod is in motion in such a direction as to open thethrottle. This will be for a period of time of an engine cycle or moreso that the pressures within the cylinder 1 during explosion may movethe movable wall quickly, and move it further than it is expccted tostand for operation with the manifold vacuum resulting from the throttlemovement.

if throttle rod 12 is moved in such a direction as to close thethrottle, element 55, 56 is pushed by screw stop 53 and springs 57 donot touch each other.

When the engine is stopped provision is made to enlarge the compressionchamber to a maximum to make starting the engine easy. For this purposesolenoid 66 is connected between generator and ground and its armaturc67 is attached to the upper end of lever 67. With the engine stopped,neither solenoid is energized. Spring 70 pu hes lever 62 against stop68, and spring 71 pushes armature 67 and lever 62 outward so that usingstop 68 as a fulcrum, valve 20 is opened slightly, and spring 15 canexpel liquid in enclosed chamber 19 and enlarge the compression chamberto a maximum. When the englue is started, the generator builds up itsvoltage at a certain spec and solenoid 66 operates compressing spring 71and again using stop 68 as a fulcrum, it rotates crank 6 closing valve20, and the compression control means begins to operate. When solenoid59 is operated by movement of throttle rod 12, it operates lever 62 witharmature 67 as a fulcrum and pulls on crank 64 opening valve 20.

The description of the operation of egress valve 20, and solenoids 59and 66 is applicable to Figs. 2 and 3, except for the location of thesprings 57 making contact for energizing solenoid 59. The description ofthe operatic-n of egress valve 20 and solenoid 59 is also applicable toFig. 7.

in the liquid supply line to pressure regulator 26 may be inserted avalve 69. By regulating the passageway through this valve, thecompression ratio of the engine can be increased with increasing speed.That is, if the engine is running at a speed corresponding to 50 milesan hour for the car. and with a given intake manifold vacuum, thecompression ratio can be increased above that which is determined by theintake manifold vacuum. The pressure required to push a liquid through agiven opening goes up much faster than the amount of liquid to pass. itmay increase as the square of the amount, or even faster. Thus byregulating an orifice at valve 69 for the liquid from pump 23 to passthrough, noticeable pressure to get the liquid therethrough will developat a car speed of. say 50 miles an hour, that is, it will be found thatthe pressure in pipe 25 below valve 69 will be higher than above it.Since the pressure will be regulated above valve 69, there will resultincreased compression ratio with increase in engine speed in the speedrange where the pressure difierential across valve 69 appreciable.

The same result can be secured by suitably restricting the size ofopenings 3% in regulator 26. However, the adjust; to feature is lo t,and there is no control of the clf-cct which will change with change inviscosity of the liquid.

it is to be un erstood that in a multicylinder engine a single pump 23driven by the engine, supply pipe 25, regulator 26, and vacuum register28 suffice for all the cylinders, but that an individual check valve 41and pipe 4-0 connect to each cylinder. Similarly, a single solenoid 59and actuating apparatus function for all cylinders in line. if not forall in an engine, and serve to operate a single shaft 65 forming themovable part of the several valves 20 individual to each of thecylinders in a line.

The system for varying the size of the compression chamber 18 in anengine disclosed herein is a great improvement over any previous systemusing a movable piston in that the piston 7 is thoroughly sealed againstthe escape of gases from compression chamber 18. The oil in closed space19 above piston 7 is under pressure from the gases of compression orexplosion and therefore no difference in pressure occurs betweencompression chamber 18 and pressure space 19 except that produced byspring 15. Without a difierence in pressure, the gases will not passpiston 7. The oil or other non-compressible liquid that can be used inpressure space 19 also per-- mits of transfer of the reactive pressureof explosion di rectly to the cylinder block without the intervention ofany levers, rods, or other moving parts. In addition, the oil provides asimple means for moving piston 7.

In this type of design, there are parts of the engine cycle when the oilpressure above piston 7 is greater than the pressure below. To minimizeleakage of oil past piston 7, it is desirable that piston rings be usedon piston 7 and that the inside of cylinder 8 within which piston 7slides be polished. Plastic rings may be used as piston 7 will not getmuch hotter than the walls of cylinder 8 within which it slides when itis constructed with thick walls that permit of readily carrying away theheat. At the temperatures that the walls and the oil attain,.there areplastics available that will stand the temperature and the oil withoutdamage.

it is to be understood that the use of the words oil and liquid mean anysuitable liquid having the properties necessary or described, and maymean the regular lubricating oil for the engine, special lubricatingoil, glycerine. shock absorber liquid, or other oil-like liquid.

Fig. 2 shows the preferred form of the invention. Piston 2 slides in asleeve cylinder iA which is movable along its axis in a cylindrical bedin engine block cylinder 6. The sleeve cylinder 1A is closed at the endremote from the crankshaft by a cylinder head 72 which forms the movablewall of the compression chamber 73. The intake and exhaust valves 74 and75 may be located in the engine block in a customary manner, either sideby side, or opposite each other. They are shown in the latter positionin Fig. 2. The space between the valves 74 and 75 is marked 76 andserves as the room into which each valve in turn moves upon opening. Thespace 76 also becomes part of the compression chamber, and is made aminimum in size. The spark plug 77 is preferably located in one wall ofspace 76 contiguous to the valves 74 and 75 as shown. The entirecompression chamber consists of the space 76 and the space 73 betweenthe engine piston 2 at its uppermost position and the cylinder head 72,plus the opening 78 in the wall of the sleeve cylinder 1A which providescomtunication between spaces 73 and 76. The opening 78 needs to behigher than the height of space 76 at its maximum so as to provide goodcommunication for the flow of gases when the compression chamber 76 plus73 plus 78 is a maximum and full charges are drawn into cylinder llA,and it must provide reasonably good com munication for the flow of gaseswhen the compression chamber 73 is a minimum and only partial chargesare drawn into cylinder 1A. This is facilitated by beveling oil the edgeof cylinder head 72 at point 79 and the bevel is continued through thesleeve.

The cylinder head 72 is provided with rings 80 to minimize the escape ofoil from the pressure space 19 above. There need be only enough tosuitably seal the pressure space 19 and to allow enough oil to seep pastto provide the necessary oil to lubricate the surface between sleeve 1Aand its bed in engine block 6. To prevent the oil seeping into thecommunicating opeu ing 78, a groove may be cut in the outer side of thesleeve 1A around the opening 78, or around the inner side of thecylinder bed 6 at the same point so as to carry away from opening 78whatever oil seeps down in that region. Such a groove appears in Fig. 2at 81, 82, 83. If desired, a groove may start at 8!, and run around theinside of the cylinder bed 5 to 82, then to 83, and it may continuespiraling down further such as to 84 to spread the oil more uniformlyaround the outside of cylinder EA.

The size of the compression chamber 76 plus 73 plus 73 is varied byinjecting oil into the pressure space 19 between the cylinder head 72and plate 13 bolted to the cylinder block, or letting it escape, throughvalve 20. The oil should preferably always be under pressure. Cylinderhead '72 is fastened to pin 55 in any suitable manner, and pin 85extends through plate 13 and has on its upper end a head, or preferablya large diameter nut 8t: and a castellated nut 87, threaded in the usualmanner. The pair can be adjusted as necessary and then locked andpinned. At the point pin passes through plate 13, a stulfing box may beused to seal the pressure space 19 against oil leakage. A satisfactoryseal however is produced by using a cylindrical sleeve 33 having a holethrough it that allows pin 85 to fit reasonably snugly, yet slideeasily. Some oil leakage will occur, but it will not be enough tointerfere with eli'icient operation of the device. The cylindricalsleeve 88 can be fastened to plate '13 by threading into a hole or beconstructed integral with 13. Spring 15 placed around sleeve 83 andbetween nut 86 and plate 33 serves to pull cylinder head 72 and cylinder1A upward when oil is released from pressure space 19. it also serves todetermine the position cylinder head 7?. takes with respect to theengine piston 2 according to t.e oil pressure in space l9 due to oilcoming in through. valve 41 from supply line 40. Cylinder IA may be keptfrom rotating by any suitable means such as pin 89 extending down fromplate 13 into a hole in head '72.

Motor driven valve 130 of Fig. 3 may be used to admit oil to pressurespace 19 if desired, but a simpler valve is shown. Check valve 41 isprovided instead as it will automatically let oil enter the pressurespace when the oil pressure in pipe is higher than the pressure inpressure space 19, and it will prevent oil from movin" in the reversedirection during compression and explosion periods.

it is to be noted that spring 15 and pin perform the some functions hereas do spring 15 and pin 17 in Fig. l, where they are under plate 33 andinside the pressure chamber Either design be used either place.

In Fig. 2, i is shown how oil under controlled pressure can be obtainedfrom the regular engine oiling system supplied by oil pump 90 driven bythe engine. Since the engine oiling pump 98 is designed to provide oilat a reasonably constant pressure, a pressure reduc- .lg control valve91 under control of the manifold 9 pressure is provided. Pipe 27connects intake mani- ..old 9 with the suction chamber 92 whereupon rod5'3 it: moved by vi tue of its connection to flexible diaphragm whichforms one side of chamber d2. Rod 93 moves piston 95 downward under theinfluence of a vacuum so that the lower part of piston 95 below the grooe 96 cut therein may uncover holes 97 in the cylinder S ts and allow oilin the surrounding space to enter groove )6 and pass through holes 99 inthe piston that lead from groove 96 to the face of piston 95. The lowerend of piston 95 is shown partly cut away to make -l path of one of theholes visible. The Oil from the nine oiling system enters at 100 andpasses through holes 97v through groove 96 and the holes 99 to the faceof the piston where it may now accumulate under pressure in cylinderllll and pass into supply pipe 40 for distribution to all the enclosedspaces 1'9 in all cylin dcrs ot' the engine. When the gas pressure inchamber 92 is atmo pheric, the position of piston 95 is such as topartly uncover holes 7 by the part of piston 95 below the groove 96. Thepressure in cylinder 101 will rise to that value which corresponds tominimum co 1.- prcssion ratio at which time the pressure on the face ofthe piston 95 will compress spring 102 enough so piston 95 will coverthe holes 97 and halt the pressure rise. When a vacuum develops inintake manifold 9, the vacuum in space 92 causes diaphragm 94 to pushrod 93 downward and the lower part of piston 95 will uncover holes )7until the oil pressure in cylinder 101 rises to a pressure designed tocorrespond to the said vacuum, at which time it will push piston 95 backfar enough to cover holes 97 again. The said oil pressure will then sendoil through pipe all) and check valve ll during exhaust and admissionstrokes and push cylinder head 72 and sleeve cylinder 1A down until thepressure on cylinder head 72 from the oil is balanced by the compressionof spring is.

In Fig. 2, a gasoline or other dashpot or equivalent device may beprovided instead of the magnetic damping 56-58 of Fig. l in connectionwith controlling contacts 57 that operate release valve 20. The dashpot103 is shown as built into carburetor 10, but can be separate, and useother liquid as desired. When the throttle is opened to give more power,throttle opening rod 32 is pushed in direction of the arrow, and rod 104connected thereto slides through a hole in arm 105 and closes contacts57 energizing solenoid 59 which opens valve 2%) as described before. Arm105 is connected to dashpot ill in any suitable manner as are springs57. The dashpot 3.63 has a loose fitting piston so its movement downwardis permitted but resisted, thereby keeping contacts 57 closed duringmovement, and a ball check valve at the bottom over a large openingallows easy ingress of oil so the piston can rise with littleresistance. A collar lilo is fastened to rod 1514 to pull back on arm105 when the throttle is closed, and the adjustment of the collar 106determines the sensitiveness of the contacts to slight throttlemovements.

At higher than average speeds, the compression ratio may be increasedstill further for a given sized explosive charge drawn into cylinderilA. At still higher speeds, there tends to be smaller charges drawninto each cylinder llA during the admission stroke for a given gaspressure in the intake manifold 9 than at low speeds. Provision istherefore made to secure improved cthciency under both these conditionsby increasing the compression ratio faster than inversely as themanifold gas rnix ture pressure at higher than average speeds. 107 is anattachment for the generator 60 for accomplishing this improvementutilizing a register or indicator of speed to control the increasedcompression desired. 108 is a magnet fastened to the end of the shaft W9of the generator till driven by the engine that supplies elec ricpowerfor lights and battery charging. it is rotated inside a metal cupllll fastened to one end of shaft 312. A spiral spring 113 is connectedbetween the shaft ll}. and metal frame its to exert an opposing force tothe magnetic drag on cup ll. On the end of shaft 112 is a dog llz'iadapted to strike spring M6 when the generator rotation is such as tocorrespond to a car speed of, say, 50 miles an hour. and the contactcompletes a circuit to ground through resistance ll? terminal lltl,solenoid ll). wire lZO. battery 61 (or generator (all), to ground and toframe ll and dog US which will energize solenoid it) which in turn willattract piston 95 of magnetic material and exert a force aiding thesuction force in chamber 92 and result in permitting more oil to passthrough openings 97 into pipe l9! and increase the pressure in cylinderl'sl thereby increasing the compres ion ratio beyond the \;ilucdetermined by the intake manifold vacuum. Alien still higher speedsresult. dog 11S pushes spring lltv against spring ml which is locatedbehind spring llo nutl ins lated from it. Resistance 122 is then placedin parallel with resistance 117 and more current will pass throughsolenoid H9 and still further increase the con'ipression ratio.

in Fig. 3 is shown another modification ol' my invention. In cylinder 1moves the engine power piston 2 (shown in Fig. l) which drives theengine, and which 2,sss,97a

in turn drives liquid pump 23. The compression chamber 18 has a movablewall 7, the face of a piston that slides in cylinder 8. Cylinder 8 isclosed at the top by plate 13 providing between it and movable wallpiston 7 an enclosed space 19 adapted to be filled with liquid andscaled against egress of any of the liquid during theexplosion cyclewhile the engine is running at constant speed and power. The movablewall 7 piston is supported by rod 17 with head 16, spring and yoke 14 asdescribed in connection with Fig. 1. Liquid from a reservoir 24, whichcan be the engine oil pan, is pumped by pump 23 into pipe 25 at a ratesubstantially proportional to the engine speed since pump 23 contains nopressure regulator. The liquid may pass into connecting pipe 34, whichis a cylinder, of pressure regulator 1233.

Pressure regulator 123 is simpler in design than regulators 26 and 91 ofFigs. 1 and 2, respectively. Pipe 27 connects intake manifold 9 with thevacuum chamber 124, which chamber has a flexible daiphragm 125 of rubberor other suitable material as one side, and which diaphragm is arrangedto actuate piston 126 by means of rod 127 which is attached to thediaphragm and to the piston. Rod 127 slides through a close fitting holein the supporting frame 128. The fit need not be air tight, but shouldbe close fitting enough to not let in air enough to upset the mixtureunder the highest vacuum conditions. Piston 12.6 slides in cylinder 3-1which is supported from the frame of the regulator 123 and has threadsor other arrangement at the other end to ermit of attachment to oil line25. Escape openings 38 are provided in cylinder 34 so that when the oilpressure on the face of piston 1.26 is suificient to overcome the vacuumsuction on diaphragm 125 and spring 129 resistance, the oil can escapeand return to the oil reservoir through opening 39 connected to returnpipe 2.2. Spring 129 is designed to establish the oil pressure desiredwhen that engine is operated with the minimum vacuum in intake manifold9. The increased oil pressure with higher vacuum is determined by theforce exerted by the liquid on piston 126 necessary to balance thevacuum suction on diaphragm 125 due to its connection with intakemanifold 9. Pressure regulator 123 will thus regulate the liquidpressure in supply line 25 in accordance with the vacuun'rin the intakemanifold.

Pipe 40 connected to pipe 25 conveys the liquid to a rotating valve 130having a rotating element 131 carryin; a gear wheel 132 on an externalextension, said gear meshing with gear 133, shown dotted, fastened toand turned by shaft 134 which in turn is driven by the engine. Valveelement 131 rotates at one quarter the engine main crankshaft rate.Valve element 131 contains a passageway 135 positioned such as to lineup with opening 136 to enclosed space 19 and opening 137 to supply pipe40 about the center oi the admission stroke of the piston in cylinder.1. its size is such as to open before the admission stroke begins, andclose after the compression stroke starts. Rotating valve 130 thusserves to admit liquid to the enclosed space behind movable wall 7 whenthe compression ratio is to be increased, and to allow liquid to returnto pipe 40 if the intake manifold vacuum falls and the egress valve 29is not operated. Alternatively, the passageway 135 may be made with sucha size and position as to begin to open just after the exhaust valveopens, and close just after the compression stroke starts, or to providea passageway for other periods of duration.

Egress valve with oscillating valve element 65 is operated by crank 64,link 63, lever 62 and solenoids 59 and 66 by contacts 57 as described inconnection with Fig. l. Egress valve 20 discharges the liquid into pipe21 which in turn delivers it to pipe 22 for return to reservoir 24.

Contacts 57 are difierently arranged than in eithe'r Fig. l or 2.Throttle rod 12 is moved when foot throttle 139 is depressed. Throttlerod 12 is firmly attached to element 140. Rod 141 slides easily inelement 140 and carries a head 14?. against which bears spring 1431which in turn bears against an inside wall of element 140. Rod 141 notonly moves the throttle on shaft 11 in carburetor 10, but moves aconnection 144 which actuates dashpot 145 or an equivalent device.Dashpot 145 may be of any suitable design, and is arranged to provideresistance opposing the opening of the carburetor throttle when rod 12is pushed to the right, but will provide little or no impedance to themovement in the reverse direction to close the throttle. One of contacts57 is metal plate 146 carried by element 149 but insulated therefrom andfrom rod 141. The other contact of the pair 57 is metal element 147firmly attached to rod M1 and grounded in any suitable manner. Thegrounding means can be com nected to the engine or frame. When pedal 139is pressed to speed up the engine or deliver more power, rod 12 andelement 140 are moved to the right but dashpot 145 prevents rod 141 frommoving and opening the throttle until contact 146 strikes M7 makingelectrical and mechanical contact. The foot pressure will then open thethrottle against the resistance of dashpot 145. When contacts 146 and147 touch each other, the circuit from the generator 60 or battery 61 iscompleted through wires 148 and 149 to solenoid 59 and egress valve 20is opened as described in connection with Fig. 1. When pedal 139 stopsmoving. spring 143 pressing against head 142 moves rod Ml enough furtherto separate contacts 146 and 147, it being understood that dashpot 145produces resistance against rapid movements but very little against slowmovements. Solenoid 59 then releases, and egress valve 29 closespermitting the mechanism for increasing the compression ratio to againfunction.

With this form of the invention, the means for reducing the compressionratio are made operative before the throttle moves at times the pedal isdepressed for increasing the engine power or speed and are kept inoperative condition so long as the foot pedal 139, and throttle rod 12are in motion in such a direction as to increase trc manifold gaspressure.

In an engine equipped with my invention, the efiiciency is so muchincreased that with an idling throttle adjustment common for fixedcompression, the engine may idle at excessive speed when the compressionratio is increased. Since the engine starts easier with minimumcompression it may be preferable to provide an initial idling adjustmentsuitable for the minimum compression condition. idling adjusting screw150 on carburetor 10 is so adjusted. if the generator 60 does not buildup" at idling speed, idling with minimum compression ratio proceeds. ifthe generator does build up, solenoid 66 is energized through connection149 and egress valve 20 is closed placing the mechanism in operation toincrease the compression ratio. When the compression ratio is increased,the idling speed will increase. In Fig. 5 is shown an arrangement forcontrolling the excessive speed. Pipe 151 connects to pipe 152 in Figs.1, 2 and 3, and carries the liquid at the pressure in pipe 25 in Figs. 1and 3 or cylinder 101 in Fig. 2, to a cylinder 153 in Fig. 5 where itexerts pressure on piston 15d, moving rod 155 against the force fromspring 156 and turning crank 157 on shaft 158 which carries cam 15?against which bears adjusting screw 151) for controlling idling. Whenthe liquid pressure rises in pipes 25 or 101 to increase the compressionratio, cam 159 is rotated in such a direction that screw 150 is lowered,thereby closing further the throttle valve in carburetor 10, and theengine idling speed is reduced.

Fig. 6 shows an attachment for Figs. 1 and 2 to reduce the compressionratio of the engine when the engine slows down slowly with an increasein load, and the throttle is not moved. 160 is a cylinder closed at oneend, with piston 161 near the other end and adapted to move therein. Achamber 162 of sufficient size to partake of the operation describedbelow exists between piston 161 and ill the closed end thereof. Thepiston is connected to a piston rod 163 which in turn passes throughplate lib l which closes the other end of the cylinder use forming asmall chamber 165 between plate 364 and piston M1. Piston rod 163 isfastened to spring 266 which is designed and adapted to move piston ltilback or forth about a position of equilibrium whenever the piston isdisplaced therefrom. Spring 166 makes contact with spring lo? when thepiston is in the position of equilibrium, but the contact is lJl'OllCDif the piston moves to the left. Wires 163 and 169 connecting to springs1'57 and 166 are to be inserted in series in the circuit at point W-W inFigs. 1 and 2, between solenoid as and ground. Chamber M5 connects tointake manifold 9 by means of pipe 17 connecting to pipe Til in Figs. 1and 2. On the inside of cylinder 16!? are two depressions, that may becircular or other convenient shape, whose edges almost, but do not quitetouch, under the rim of piston 1 it when the latter is in its positionof equilibrium.

The operation is as follows. When the engine slows up under an increasedload and the throttle is not moved, the gas pressure in the intakemanifold rises slowly. Pipe 17ll171 connecting chamber 165 with theintake manifold 9 allows the increased gas pressure to act upon piston16?. pushing it to the left. The piston pulls rod 163 and spring the sothat the contact between springs E66 and 167 is broken. Since the twosprings are in the circuit with generator 6% and solenoid es, thesolenoid is released, and valve 20 is opened a small amount. Explosionpressures in engine compression chamber 13 or 73 and pressure fromspring will slowly force out liquid from c osed space 19 and enlarge thecompression chamber thereby avoiding excessive compression pressures.tcr the gas pressure in the intake manifold 9 and chamber 365 ceases torise, the in chamber 7.62 will leak around the piston slowly, or passthrough orifice 17-1 in piston 161 equalizing the pressures on bothsides piston and spring 166 returns the piston to the rium position andalso makes contact with spring which again energizes solenoid 66 toclose egress 'x/hen large changes in pressure occur in chamber 155 dueto the operation of the throttle valve. the piston will move to one sideor the otl'icr of its equilibrium position enough so that bypassdepression 172 or 173 will straddle the piston and provide a path forthe passage of quickly between chambers 162 and 565. The device shown inFig. 6 together with solenoid so and val e 20 therefore provides a meansfor reducing the co A. pression ratio slowly when the gas pressure inthe intake maniloltl rises slowly.

i and 8 shown another form of the invcnlion. i5 is a top view of onecylinder and Fig. 7 is a side view of the same cylinder at I' l-21 in 8.A sliding cylinder 18 in which the power piston. 2 moves, is .slida'olypositioned. inside cylinder 6 which is part of the engine cylinderblock. Cylinder ER is closed at its upper end by movable wall 1W5 towhich it is firmly fastened in suitable manner. Cylinder .333 containsno side openings so that the compression chamber 38 is entirely enclosedby cylinder 13, piston 22 and movable uall 175. With this anangcmentproblems connected with leakage of gases or liquids past the movablewall are avoided. Exhaust valve 74 and intake valve 7'5 are located inthe movable wall 175. Spark plug 376 may also be placed in the movablewall. Intake and exhaust passageways 177 run from their respectivevalves to the outer cy indrical side of the movable wall. and slidablyconnect with passageways in the engine block to the intake manifold 9and the exhaust pipe (not shown) rcspectivcly. Valve rods 173 passthrough guides 17?, the guides being: firmly attached to the movablewall 175'. The valve guides l79 pass through plate 13 by means of anysuitable stufiing box. Plate 23 closes the upper end of cylinder 6 towhich it is firmly attached thereby producing an enclosed chamber 39between it and the movable wall adapted to be filled with liquid. Atubular well liltl may extend through plate 1d by means of a stufiiingbox and be attached to the movable wall so as to provide a well in whichthe spark plug 176 can be reaehably placed.

A platform 18!. may be attached to the valve guides 179 and spark plugtube 136 in any suitable manner so as to move. up and down as wall 175and cylinder 15 move up and down. The valves are actuated by rockers 132which in turn are actuated by valve rods 183 from the cam shaft. Rockersllllll. are pivoted on shaft R84 which in turn is supported by links 185from levers lilo. Levers R36 are rotatably supported at one end bystenchions 18? attached to the plate 13, and at the other end bystanchions 188 attached to the platform 181 whereby the movable wall 175and valves 74, '75 may be raised and lowered and such movement willraise and lower the pivoting shaft 134 the correct amount so as to causethe valves to correctly operate at all positions within the movablerange of the assembly 5375, 17h, 18-h, 83.

Positioned under platform 1811 between it and plate 13 may be a. spring139 of any convenient shape, so as to exert an upward force tending tomove the platform upward and enlarge the compression chamber.

The compression chamber 18 is reduced in size by means of liquid frompump 9b, which may be the regular engine oil pump. The liquid entersinclosed space 39 through check valve di and passageway 198. The movablewall is positioned as follows. Pipe 1% containing one or more holes Hitin. its side passes through plate 13 by means of a suitable stutfing boxand into a close fitting hole 192 in the movable wall. Pipe 1% at itsupper end is attached to vacuum register 193 in any suitable manner suchas by lever 31% pivoted on stanchions 197 from plate 13, and connection195. Vacuum register 1% is connected by pipe 27 to the intake manifold9. With no vacuum in the intake manifold, the spring 209 on the vacuumregister 193 lifts pipe until holes 391 are just under the lower surfaceof plate 13. All liquid entering enclosed space 19 from pump 90 passesdirectly out holes 191, pipe 3% and flexible pipe 1% to return pipe 21.When a vacuum develops in the intake manifold 9, the diaphragm in thevacuum register 193 compresses the attached spring 2% a predeterminedamount, and pipe 19% moves downward a predetermined amount placing holesPM at the position of the upper surface of movable wall 175 that hasbeen determined to produce a compression ratio to correspond with theintake manifold vacuum. The liquid entering enclosed space 19 will thendepress the movable wall until the escape holes 191 are partiallyuncovered by the upper surface of the movablewall. The wall will nowremain at such a position that the amount of liquid entering enclosedspace 29 equals that passing on: through holes 1911. The Wall will moveup and down slightly during the explosion and admission strokes,respectively, but the movement can be made as small as desired byenlarging and shaping holes 1%.

If the gas pressure in the intake manifold should rise slowly as from anincrease in engine load and drop in speed, the vacuum register spring200 will withdraw pipe 1% sufficiently to readjust the compressionratio.

Lever 194 is fastened firmly to shaft 199 and shaft 199 extends to othercylinders in the case of a multicylinder engine so that vacuum register193 can operate pipes 290 for all cylinders simultaneously.

To provide for a rapid increase in size of the compression chamber whenthe throttle rod is moved to get more power or speed, egress valve 20 isprovided as mentioned and described in connection with Figs. 1, 2 and 3.The valve 2t) is actuated by solenoid 59 from contacts associated withthe carburetors mentioned, and the open ation is as described withrespect to the other figures.

The carburetor, intake manifold connection, and opersensors 13 atingmechanism for solenoid 59 may be provided by utilizing such parts abovelines Z--Z from one of Figs. 1, 2 or 3 and connecting in Fig. 7 at 2-2.

The generator 60 in Fig. 7 below the lines V--V may be the generator 60in Fig. 2 below the lines V--V, including the elements 107 to 117,inclusive, and 12} and 122. A solenoid 119 is provided in Fig. '7 suchthat when it is energized it assists the suction in the intake manifoldto increase the compression ratio by lowering pipe 196). As described inconnection with Fig. 2, a sutlicient increase in engine speed will causedog 115 to connect first with spring 116 and then with spring E21 makingconnections through resistances 117 and 122 and wires 118 and 120 toenergize solenoid 119 and cause the compression ratio to be increased asa result of speed above that which is determined by the intake manifoldvacuum alone.

If desired, liquid pump 23 of Fig. 1, described above as a pump withouta pressure regulator, may be substituted in Fig. 7 at U--U for liquidpump 94), described above as the customary engine lubricating oil pumpcontaining a pressure regulator 291. With pump 23 deliver ing liquidproportionally to engine speed, the compression ratio may be caused tobe increased at a faster rate than with pump 99. In addition, the fasterrate of liquid delivery with increased speed of the engine will causethe movable wall to uncover a greater amount of holes 191 at higherengine speeds, thus causing the compression ratio to increase withincreased engine speed above the amount determined by the intakemanifold vacuum. With this substitution elements 107 to H4 and 117, 122,and 11$ in Fig. 7 may be dispensed with.

The engine driven rotating valve 137 in Fig. 3 at lines X X may besubstituted for the check valve 41 at X-X in Figs. 1 and 2, or the checkvalve 41 at X--X in Fig. l or 2 may be substituted for the rotatingvalve 137 at X-X in Fig. 3.

The pressure regulator 26 and pump 23 in Fig. l at YY, the pressureregulator 9i and pump at Y--- in Fig. 2, and the pressure regulator E23and pump 23 at Y-Y in Fig. 3 may be interchanged or substituted amongthe three figures.

The carburetor lid and resistance 56, 58 carrying contracts 57 in Fig. lat 2-2, the carburetor lit) and dashpot 03 with contacts 57 in Fig. 2 atZ-Z, and the carburetor 1d dashpot M5 and element Md carrying contacts57 in Pig. 3 at 2-2 may be interchanged or substituted among the threefigures.

It is to be understood that the various subcombinations for performingspecific functions may he used in any of the systems disclosed to whichthey are adaptable.

Although this invention has been described and illustrated in relationto specific arrangements, it is to be understood that it is capable ofapplication in other organizations and. is therefore not to be limitedto the particular embodiments disclosed.

What is claimed is:

l. A variable compression internal combustion engine including an intakemanifold, means comprising a throttie for varying the intake manifoldgas pressure, a throttle member for controlling said throttle, meansactivated by a falling intake manifold gas pressure to increase thecompression ratio of said engine, means for disabling said second-namedmeans and for decreasing said compression ratio, and actuating means forsaid last-named means connected between said last-named means and saidthrottle member operable before said throttle moves appreciably whilesaid throttle member is moving in a direction to raise said intakemanifold gas pressure.

2. A variable compression internal combustion engine, comprising anintake manifold, a. throttle, a throttle mem her for controlling saidthrottle, and means to adjust the compression ratio of said engine to apredetermined value in relation to'the gas pressure in said intakemanifold of said engine in response to a throttle movement that causes arise in said pressure, said means comprising, in combination, means toreduce said compression ratio be yond said predetermined value undercontrol of said throttle member before said throttle moves appreciably,additional means for increasingsaid compression ratio to saidpredetermined value under control of said gas pressure in said intakemanifold and means controlled by said means for reducing the compressionratio for rendering inoperative said additional means for increas ingthe compression ratio while said means for reducing the compressionratio is operating.

3. A. variable compression ratio internal combustion engine in which thecompression ratio is varied as a result of a change in the gas pressurein the intake manifold, a throttle for controlling said gas pressure, athrottle member for actuating said throttle, means for reducing thecompression ratio comprising a valve, and connecting means connectingsaid throttle member, said throttle and said valve for actuating saidvalve before appreciably actuating'said throttle to prevent excessiverise in compression prcsstu'e upon opening the throttle, said connectingmeans comprising instrumentalities for operating said throttleindependently of said compression ratio at all times.

4. A variable compression ratio internal combustion engine according toclaim 3 in which the means connect ing said throttle, said throttlemember and said valve in- .zludes elastic and damping means adapted toactuate said valve only while said throttle member is in motion.

5. A variable compression ratio internal combustion engine according toclaim 3 in which the means connecting said throttle, said throttlemember and said valve include an elastic member adapted to be strainedbefore either said throttle or said valve is actuated, and a dashpotmeans connected to said throttle for opposing motion of said throttleuntil said connecting means to said valve begins to actuate said valve.

6. A variable compression ratio internal combustion engine according toclaim 3 which includes a compression chamber having a movable wall, anenclosed space behind said movable wall adapted to be filled withliquid, and an egress passageway from said enclosed space containingsaid valve.

7. A variable compression ratio internal combustion engine according toclaim 6 which includes a hollow cylinder in which the power pistonslides. said cylinder being slidably positioned in the engine and havingfirmly attached thereto said movable wall so as to close one end of thecylinder.

8. A variable compression ratio internal combustion engine according toclaim 7 which includes intake and exhaust valves, said valves beinglocated in said movable wall. I

9. A variable speed internal combustion engine operable over asubstantial speed range comprising an electromagnetic generator of aforce driven by said engine and generating a force due solely to speedof said engine which varies in a predetermined manner with variations ofspeed of said engine, and a second force generating means operated bypower from said engine for increasing the compression ratio of saidengine, control means for said second force generating means actuated bygas pressure in the intake manifold, and additional control means forsaid second force generating means actuated by said first generatingforce means for increasing the compression ratio of said engine withincrease in speed of said engine beyond the value determined by the gaspressure in the intake manifold.

16. A variable speed variable compression ratio internal combustionengine including means for supplying a liquid under variable pressurefor varying said compression ratio, a carburetor for said engine. anidling adjustment on said carburetor, and pressure responsive meansconnecting said idling adjustment with said means for supplying a liquidunder variable pressure, for varying said idling adjustment in adirection to reduce the engine speed when the compression ratio isincreased.

assessall. An internal combustion engine having a variable compressionchamber with a movable wall, an enclosed space behind said movable walladapted to be filled with liquid. means for supplying liquid underpressure, and means comprising a valve driven by said engine forproviding a two-way passageway for said liquid between said enclosedspace and said means for supplying liquid under pressure solely duringexhaust, admission and compression strokes of the engine.

12. in an internal combustion engine, a variable cornprcssion chamberhaving a movable wall, an enclosed space behind said movable welladapted to be filled with liquid, a pump driven by said engine forsupply liquid for said enclosed space, a passageway for conveying saidliquid from said pump to said enclosed space, a pressure regulator forregulating the pressure of the liquid in a predetermined relation to theintake manifold gas pressure, a second passageway for said liquidrunning from said first passageway to said pressure regulator, arestricted opening in said second passageway across which an increasingpressure develops dueto the passing to the pressure regulator of anincreasing volume of liqui with increasing speed of said engine.

13. An internal combustion engine comprising a corn bustion chamberhaving a movable wall, an intake manifold connected with said combustionchamber, carburetor having a throttle connected with intake manifold, aliquid pump driven by said engine, an enclosed liquid pressure spacebehind said movable wall, a passage way for conducting liquid suppliedby said pump to said enclosed pressure space, a pressure regulatorconnected with said pump, said intake manifold and said passage way forregulating the liquid pressure in said passageway in accordance with thevacuum in said intake manifold, 21. valve connected between saidpassageway and said enclosed pressure space or admitting said 'iquidinto said enclosed pressure space and for preventing compression andexplosion pressures from influencing the liquid pressure in saidpassageway, a connected with said movable wall for exerting pressure onsaid liquid in said enclosed pressure space, a second valve connectedwith said enclosed liquid pressure space behind said movable wall foropening an egress passageway for said liquid in said enclosed space, anda solenoid controlled by said throttle and connected to said secondvalve.

14, An internal combustion engine comprising means including an intakemanifold to supply an explosive mixture at variable pressure to saidengine, a variable compression chamber for said gas mixture comprising amovable wall, a spring adapted to exert a force on said movable wall insuch a direction as to enlarge said compression chamber and of apredetermined magnitude with respect to the position of said movablewall, an --r- !os:d space b-nind saitl movable wall adapted to be 7liquid and scaled ag inst egress of. any of said hquic during theexplosion cycle of said engine while opcratin' at substantially constantspeed and power, a drop portion to said enclosed space adapted to betilled ith liquit. at a more force controlled by and in a: pro-ii, v onto said gas pressure in said inmanifold. and means to position saidmovable wall. a position determined by said spring force and said liquidpressure force comprising means to open a passage ay be ween said supplyconneciion and said enclosed space.

15 An internal combustion engine having a variable compression chambercomprising a movable wall. an enclowtl \psc: behind said movable walladapted to hold liquid. :1 throttle adapted to control the speed of saidcnuinc. means for moving said movable wall and enlarging saidcompression chamber quickly compri ing valve mean adapted to open a lowimpedance egress passageonly for said liquid in said enclosed space, aconnection between said throttle and said valve means, and source ofvelocity produced force included in said connection I'll id between saidthrottle and said valve means for actuating said valve means and openingsaid egress passageway only while said throttle is in motion in such adirection as to increase the power of said engine.

16. An internal combustion engine comprising an intake manifold, amovable cylinder having a power piston therein, a compression chamberhaving a movable wall, said wall being firmly attached to and closingone end of said movable cylinder in which said power piston slides, anenclosed space behind said movable wail adapted to be filled withliquid, as liquid pump connected to said enclosed space for supplyingliquid thereto, a valve connected between said liquid pump and saidenclosed space behind said movable wall, said valve constituting meansadapted to provide a passageway for said liquid between said pump andsaid enclosed space, regulating means connected to said intake manifoldand to said pump for controlling the pressure of the liquid supplied bysaid pump in accordance with the varying vacuum in said intake manifold,a spring connected to said movable wall, said spring constituting meansadapted to exert a pressure on said liquid in said enclosed space andadapted to cooperate with the controlled pressure of said liquidsupplied by said pump to said enclosed space for positioning saidmovable wall in a predetermined relation to the gas pressure in saidintake manifold, a second connection to said enclosed space behind saidmovable wall, said connection including a second valve constitutingmeans adapted to provide an egress passageway for said liquid in saidenclosed space for disabling said means coopcrating to position saidmovable wall in a predetermined relation to the gas pressure in saidintake manifold and for enabling said spring to enlarge said compressionchamber, a throttle member adapted to control the gas pressure in saidintake manifold, and a connection between said throttle member and saidsecond valve constituting means adapted to open said second valve forenlarging said compression chamber while said throttle member moves in adirection to increase said gas pressure in said intake manifold.

17. A variable compression internal combustion engine comprising acarburetor for said engine, a throttle member connected to saidcarburetor, an intake manifold connected to said carburetor forsupplying an explosive gas mixture to said engine at variable pressure,a cylinder connected to said intake manifold and having a power pistontherein, a variable compression chamber in said cylinder and having amovable wall member, said Wall mem her being attached to and closing oneend of said cylinder in which said power piston slides, an enclosedspace behind said movable wall member adapted to be filled with liquidand sealed against egress of any of said liquid during the explosioncycle of said engine While operating at constant speed and power withconstant gas pressure in said intake manifold. a source of a forcecomprising a liquid pump driven by said engine and adapted to supplysaid liquid under pressure to said enclosed space, means to regulatesaid force comprising a pressure regulator connected to said liquid pumpand to said intake manifold and constructed and arranged to regulatesaid pressure of said liquid in a predetermined relation to said gaspressure in said intake manifold, means to admit said liquid into saidenclosed space behind said movable wall comprising a connection betweensaid pump and said enclosed space including; valve means adapted toadmit said liquid into said enclosed space only during periods ofrelatively low pressure in said compression chamber. means to enlargesaid compression chamber comprising a spring adapted to exert a force onsaid movable wall in such a direction as to apply pressure on saidliquid in said enclosed space, SJtiCl last-mentioned means being adaptedto cooperate with said regulated pressure of said liquid supplied bysaid pump to said enclosed space by exerting a force on said movablewall for positioning said movable wall in a predetermined relation tosaid gas pressure in said intake manifold, a, passageway ofsubstantially low impedance see ers for the egress of said liquid insaid enclosed space comprising a connection between said enclosed spaceand a region of relatively low pressure, means to control the egress ofsaid liquid from said enclosed space comprising a second valve meansadapted to close said egress passageway, means driven by said engine forgenerating a second force continuously while the speed of said engine ishigher than a predetermined value, means to prevent said compressionchamber from being enlarged under the influence of said springcomprising connecting means between said generator of said second forceand said second valve means for closing said second valve means by saidsecond force, means to enlarge said compression chamber quickly upon ademand for more power from said engine comprising a connection betweensaid second valve means and said throttle member for opening said secondvalve when said throttle member is moved in a direction to increase thepower of said engine, means to actuate said connection between saidsecond valve means and said throttle member only while said throttlemember is moving comprising a source of a force generated by thevelocity of movement of said throttle member inserted in said conncctionbetween said second valve means and said throttle member, means drivenby said engine for generating a third force, said force varying in apredetermined manner with variation in speed of said engine, means toincrease said pressure of said liquid supplied by said liquid pump withincrease in said speed of said engine comprising a connecton betweensaid generator of said third force and said pressure regulator, anidling adjustment on said carburetor, means responsive to said pressureof said liquid supplied by said liquid pump for varying said idlingadjustment for keeping the speed of said engine substantially constantwith change in compression ratio of said engine produced by change insize of said compression chamber.

l8. A variable compression ratio internal combustion engine comprising amovable wall, an enclosed space hehind said movable wall adapted to befilled with liquid. means for moving said wall and increasing thecompres sion ratio under control of the intake manifold gas pressure. athrottle rod for controlling said gas pressure, means for moving saidwall and reducing the compression ratio under control or" the intakemanifold gas pres sure, and additional means for reducing thecompression ratio quickly comprising an egress valve for liquid in saidenclosed space connected to said enclosed space, and a connectionbetween said egress valve and said throttle rod adapted to open saidvalve when said throttle rod moves in such a direction as to increasesaid intake manifold gas pressure,

l9. A variable compression ratio internal combustion engine comprising amovable wall, an enclosed space behind said movable wall adapted to befilled with liquid, means for moving said all and increasing thecompression ratio under control of the intake manifold gas pressure, athrottle rod for controlling said gas pressure, and means for reducingthe compression ratio comprising an egress valve for said liquid in saidenclosed space connected to said enclosed space, and a connectionbetween said egress valve and said throttle rod adapted to open saidvalve only while said throttle rod is in motion in such a direction asto increase said intake manifold gas pressure.

20. A variable compression ratio internal combustion engine comprising amovable wall, an enclosed space behind said movable wall adapted to befilled with liquid, a pump driven by said engine for supplying liquid ata rule proportional to the speed of said enginqa connection forconveying liquid from said pump to said enclosed space, means undercontrol of intake manifold gas pressure for controlling the flow of saidliquid to position said movable wall in a predetermined relation to saidgas pressure, and a restricted opening in the path of flow of at least apart of said liquid whereby the pressure developed across saidrestricted opening by the flow of liquid therethrough will be applied tosaid movable wall and will move said movable wall an additional amountbeyond said predetermined relation position.

21. A variable speed variable compression ratio internal combustionengine comprising a liquid pump driven by said engine for supplyingliquid at a rate proportional to the engine speed, a liquid pressureregulator controlled by the gas pressure in the intake manifold forregulating the liquid pressure at its intake side in a predeterminedrelation to said gas pressure, a connection for liquid between theoutput side of said pump and said regulator intake side, a variablecompression chamber in said engine having a movable wall, an enclosedspace behind said movable wall adapted to be filled with liquid, atsecond connection for the liquid running from said enclosed space to theoutput side of said pump, a restricted passageway in said firstconnection positioned so that the liquid to said pressure regulatorpasses therethrough, said restricted passageway being so proportionedthat at the higher speeds of the engine speed range a pressuredifferential will appear across said passageway that increases withspeed of said engine.

22. An internal combustion engine having a variable compression chambercomprising a movable wall, an enclosed space behind said movable wailadapted to hold liquid, a throttle adapted to control the speed of saidengine, a throttle rod, means for moving said movable wall and enlargingsaid compression chamber quickly comprising valve means adapted to opena low impedance egress passageway for said liquid in said enclosedspace, actuating means connecting said throttle, said throttle rod andsaid valve means adapted to actuate said valve means and open saidegress passageway only while said throttle rod is in motion in such adirection as toincrease the power of said engine and before appreciablyactuating said throttle, said actuating means comprising instrumentalities for operating said throttle independently of saidcompression ratio at all times.

23. An internal combustion engine according to claim 22 which includes ahollow cylinder in which the power piston slides, said cylinder beingslidably positioned in the'engine and having firmly attached theretosaid movable wall so as to close one end of the cylinder.

24. An internal combustion engine according to claim 23 which includesintake and exhaust valves located in said movable wall, valve rod meansdriven by said engine for actuating said intake and exhaust valves,rocker arms adapted to actuate said intake and exhaust valves bymovement of said valve rods, and means connecting said rocker arms andsaid movable wall for moving the tulcium of said rocker arms up and downwith movement of the movable wall to maintain an operative adjustmentbetween said intake and exhaust valves and said valve rods.

25. An internal combustion engine according to claim 22 which includesmeans for adjusting the compression ratio comprising a movable dischargepassageway for said liquid in said enclosed space, means actuated bysaid movable wall to increase the size of said passageway as saidmovable wall moves in a direction to increase the compression ratio, andmeans connecting said movable discharge passageway with the intakemanifold adapted.

to position said discharge passageway so as to position said movablewall and adjust the compression ratio in predetermined relation to thegas pressure in said intake manifold.

26. A variable compression ratio internal combustion engine comprisingan expandable chamber adapted to hold liquid and change the size of thecompression space, a valve connected to said chamber for controlling theexit of liquid from said chamber, a throttle, a throttle rod, yieldableconnecting means connecting said throttle rod, said valve and saidthrottle adapted to open said valve and said throttle by a singlemovement in one direction of said throttle rod, means to delay theopening Referencee Cited in the file of this patent UNITED STATESPATENTS Wilson Sept. 13, 1932 Hanziik May 29, 1917 Snyder n- Sept. 5,1933 Gary May 12, 1936 Snyder June 2, 1936 Andrew June 7, 1938 TstmedaKan. 24, 1939 Wagner June 20, 1939 Rosaen Apr. 19, 1949 Skinner Apr. 15.1952 FQREIGN PATENTS Great Britain Sept. 11, 1930 Great Britain July 13,1936 France Nov. 1%, 1946

